HR 2073, the Defending our Dams Act, prohibits federal funding for any study, planning, or technical assistance related to removing or altering the Lower Snake River dams in Washington State. It specifically blocks the use of federal funds for evaluating dam removal alternatives, including replacements for power, flood control, or navigation. The bill also restricts spillage operations at these dams without explicit approval from the Army Corps of Engineers and Bonneville Power Administration, requiring consideration of all Columbia River System operations. The law directly affects federal agencies' ability to fund or plan for changes to the four specific dams: Ice Harbor, Lower Monumental, Little Goose, and Lower Granite.
The Keep America's Waterfronts Working Act of 2025 establishes a federal Task Force to identify and address challenges facing working waterfronts, which are properties used for commercial fishing, boating businesses, aquaculture, and other water-dependent coastal activities. It creates a $50 million annual grant program (2025-2029) to help coastal states, tribal governments, and Native Hawaiian organizations develop and implement working waterfronts plans that preserve access to coastal waters and protect these businesses from threats like sea level rise and conversion to incompatible uses. The bill also authorizes a preservation loan fund to provide low-interest loans for waterfront preservation, with special provisions for disadvantaged communities. Covered entities must develop plans identifying threatened waterfront areas, prioritizing preservation needs, and ensuring public access. The law aims to protect working waterfronts through coordinated federal and local planning efforts.
This bill amends U.S. Code to allow marine terminals to use Capital Construction Funds for purchasing or replacing U.S.-made cargo handling equipment (like cranes or loaders), or foreign-made equipment only if U.S. options are unavailable or unsuitable. It directly affects U.S. marine terminals operating at ports, enabling them to fund equipment upgrades with federal funds. Key provisions include banning purchases of Chinese-made cranes, prohibiting fully automated equipment that could cause job losses, and requiring the Secretary to annually publish U.S. equipment availability. The bill updates existing fund rules without creating new programs, focusing on domestic equipment use and job impact.
S 1278, the Fog Observations and Geographic Forecasting Act, directs the Under Secretary of Commerce for Oceans and Atmosphere to improve coastal marine fog forecasts. The bill requires expanding marine fog observations using buoys, weather stations on vessels, satellites, and advanced data analysis, while also enhancing fog modeling accuracy and NOAA's advisory communication. This aims to directly benefit maritime safety and reduce economic disruptions for ships and coastal industries affected by fog events. The project must include stakeholder and tribal engagement, with a detailed implementation plan due within one year of enactment.
This bill requires the Coast Guard to develop a strategy for building a new Great Lakes icebreaker (at least matching the Mackinaw cutter's capabilities) within 90 days of enactment, including cost and timeline estimates. It mandates a 5-year pilot program to test whether the current fleet can keep key waterways open 95% of the time during ice seasons, with annual reports to Congress on results and performance measures. The bill also updates reporting requirements to publicly disclose the Coast Guard's costs for meeting icebreaking standards, including annual briefings to relevant congressional committees on fiscal year costs. These provisions directly affect the Coast Guard's operations and Great Lakes shipping industries reliant on open waterways.
This bill exempts large cruise ships (with 800+ passenger berths) from certain U.S. maritime regulations when transporting passengers between U.S. ports, either directly or via foreign ports. Specifically, it removes requirements under the Passenger Vessel Safety Act (PVSA), the Jones Act, and crew citizenship rules for these vessels. The key provision creates a consistent exemption for qualifying large passenger vessels operating domestic U.S. routes, streamlining compliance for cruise operators. The bill does not change other applicable laws, as clarified in its final rule of construction.
The Clean Shipping Act of 2025 sets new federal standards to reduce greenhouse gas emissions from commercial shipping in U.S. waters. It requires vessels over 400 gross tons operating on covered voyages (between U.S. ports or U.S. ports and foreign ports) to gradually lower the carbon intensity of their fuel, aiming for 100% reduction by 2050 through phased targets (e.g., 30% reduction by 2030, 58% by 2034). Ship owners must report annual fuel carbon intensity and emissions data, while the EPA must develop consistent reporting methods aligned with international standards. The law applies directly to commercial shipping companies operating eligible vessels and includes flexibility for feasibility adjustments if technological or economic challenges arise.
This bill repeals the Passenger Vessel Services Act of 1886 (PVSA) and adjusts the Jones Act requirements for passenger vessels. It specifically exempts vessels transporting passengers between U.S. ports (including routes via foreign ports) from domestic vessel ownership, crew citizenship, and Navy Reserve requirements under the Jones Act. The key provision removes barriers for foreign-flagged vessels operating on these passenger routes, while maintaining compliance with all other U.S. laws. This directly affects passenger vessel operators seeking to serve U.S. coastal routes using foreign ports as transit points.
The Maritime Supply Chain Security Act (HR 2390) amends federal port infrastructure funding rules to allow the use of existing funds for replacing port crane hardware or software linked to the Chinese government. It specifically targets equipment installed, provided, or maintained by China's government entities or its agencies. This change directly affects U.S. ports that currently use such Chinese-sourced crane systems, enabling them to upgrade or replace these components using federal port development funds. The bill modifies existing law to explicitly include crane replacement projects under eligible port resilience initiatives.
This bill reauthorizes the Federal Maritime Commission (FMC), the agency that regulates ocean shipping in the United States, through fiscal year 2029 with increased funding from $49.2 million in 2026 to $57 million in 2029. It creates new complaint mechanisms for addressing anticompetitive practices by shipping exchanges and establishes three new advisory committees (for shippers, ports, and carriers) to provide input on ocean shipping policies. The bill also requires the FMC to develop rules for containerized freight price indexes and mandates annual reporting on foreign practices affecting ocean shipping competitiveness. These changes aim to improve oversight of the international ocean freight system while reducing regulatory duplication for industry participants.
